Shifting-locomotive.



G. M. EATON.

SHIFTING LOCGWIOTIVE.

APPLICATION FILED OCT. 4, 1911.

Patented J My 25, 1916.

2 SHEETS-SHEET I.

WITNESSESv G. M. EATON.

SHIFTING LOCOMOTIVE.

APPLICATION FILED OCT. 4. t9n.

Patented July 25, 1916.

2 SHEETS-SHEET 2.

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cnonsniu. EATON, on wi KINsBUne, PENNSYLVANIA, assrsnon TO WESTINGHOUSE I ELEcrRIo AND MANUFACTURING CQMPANY, A oonronnrrolv or rnmvsrnvAma.

s IFTInoooo uorrvn To all'whomit may concern: I

Be it known that I, GEORGE M. EATON, a citizen of the United States, and a resident of Wilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented a new and useful Improvement in Shifting- Locomotives, of which the following is a specification.

My invention relates to shifting locomotives and it has special reference to such locomotives as are adapted for rapidly. changing the positions of cars over relatively short distances on adjacent parallel tracks.

The object of my invention is to provide a locomotive of the class above indicatedv which shall occupy a relatively small amount of space and operate with a maximum speed and efliciency.

For the loading'andunloading of coal, ore and similar substances from ships and other vessels, freight cars are moved on the deck into position under an ore bridge or conveyer and are quickly filled or emptied and removed. For this service a number of parallel tracks are usually employedover which the ore bridge operates and, in order to handle a maximum number of freight cars, smalllocomotives operating oncnarrow gage tracks located between the freight tracks may be employed, a rope or pushing bar being utilized for moving the cars on the adjacent tracks.

According to my present invention, I

equip a locomotive which is designed for this service, with a special frame which, when not in use, lies in a vertical plane and which may be rotated through an angle of approxi mately 90 into such position as-to engage either the usual poling plates or the corner frames of the cars.

Figure 1 of the accompanying drawings is a side elevation and Fig. 2 is an end elevation of a locomotive constructed in accordance with my invention, a freight car on which the locomotive is acting being shown in Fig. 2. Fig. 3 is a side elevation of one end of a car which illustrates the positions of the actuating frame of the locomotive for pushing and for hauling the car. Fig. 4 is a partially sectional elevation, corresponding to Fig. 2, of a locomotive having a modified arrangement of control which also forms a part of my invention.

Referring to Figs. 1, 2 and 3 of the drawings, the locomotive here showncomprises Patented July 25, 1916.

Application filed October 4, 1911. Serial No. 652,745.

a body l, wheels 2 and 3, electricdriving motors'4 and 5, a motormans cab 6 and a pair of adjustable frames 7 and 8. Each of the frames 7 and 8 is tri.ngular n shape and is rotatably supported in bear- 1ngs 9 and 10 with which the body 1 is provided. Only, one of the frames will be described in detail. 7

Each of the frames 7 and 8 is provided with a hollow projection'll and cylindrical 'endor shaft projections 12 and 13 which extend through the bearings 9 and.10. The outer end of the projection 12 extends into the motormans cab 6 and is provided with a gear 14 meshing with a gear 15 to which a lever 16 is attached. The projection 13 extends through the bearing 10 and carries, at its outer end, a-weight 17 which'lies-substantially in the same plane as the frame and slightly overbalances its weight, thereby tending to-keep the frame in a vertical plane, as shown in Fig. 2. By rotating the lever 16 and the gear 15, the-frame may be swung.

into a horizontal plane to engage the poling plates of a freight car, (see frame 8,-Fig. 2). When the lever is released, the weight 17 returns the frame to its original position in which it cannot interfere with any external objects.

When the car on which the locomotive is acting is provided with an open end frame structure, as illustrated in Fig. 3, the pro jection 11 of the frame may engage the car frame so as to haul the car in the direction of the arrow 18, while, for moving the car in the opposite direction, as indicated by the arrow 19, the projection is brought into engagement with the poling plates of the car. When the car structure is such that the projection cannot behooked into the frame as shown in Fig.3, it is possible to use a cable and hooks, theprojection being made hollow for this purpose.

Referring to Fig. 4, the free ends of the shaft projections 12 are provided with slotted levers 20 instead of gears 14 and are actuated by pistons 21 which are respectively connected to the levers by piston rods 22 and operate in cylinders 23. The cylinders are respectively connected, through control valves 24, to a storage tank or reservoir 25 containing compressed air or other suitable fluid for actuating the pistons. The arrangement of parts is such that, when one of the valves 24 is adjusted to admit the actuated and produces such rotative movement of the lever 20 and'the shaft-12 as to move the frame of the locomotive from a vertical into a substantially horizontal position. When the locomotive is equipped with air brakes in the usual way, the storage tank which forms a part of the braking system will preferably constitute the source of pressure for the control mechanism.

One of the principal advantages in the arrangements shown lies in the fact that the shifting locomotive can move the car in either direction from one end, the positions of the frame projection being indicated in Fig. 3. Furthermore,the motorman may remain in the cab and adjust the frames to suit the conditionsof service and is able to operate the locomotive and shift cars on adjacent tracks at either side without any assistance.

The locomotive and the frame may be maspirit and s'co-pe 4 mentsofzsaid working member.

terially varied within the of my invention. I I claim as .my' invention:

- l. A shifting locomotive comprising body and an elevated cab located at one end thereof, a rotative'ly adjustable rigid frame I disposed above said body and in front of said cab and normally adapted to lie Within the lateral dimensions of the body and to be rotated outwardly to engage vehicles on adjacent parallel tracks, and means controllable within the cab for adjusting the position of the frame.

2. In a shifting locomotive the combination with a body, acab located at one end thereof, a plurality of rigid frame structures disposed longitudinally within the lateral dimensions of said body ahead of the cab and rotatably mounted at the ends thereof, of counter weights disposed at the end of said body removed from said cab and severally attached to said structures for normally maintaining the same in a substantially vertical plane, and a mechanism within the cab for moving said structures to a horizontal position.

3. In a'shi-ftinglocomotive, the combination with a body having side portions, a cab located atone end of said body, and a rigid working member disposed ahead of the cab and rotatably mounted directly above and in the longitudinal horizontal plane of one of the body side portions, of means located within thecab for effecting rotati've move- 'In testimony whereof, I have hereunto subscribed'myname this 2nd day of October, 1911.

E GE M; EATON.

Witnesses: v

E. W.- STULL', B. B. HINEs:

. Copies of this patent may be obtained for five cents each,-by addressing the Commissioner of Patents,

Washington, 10.0." 

